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After engineers spent several weeks evaluating the craft under temperature extremes, test pilot Billie Flynn climbed aboard for the flight test. No one had ever started an F-35B inside a building. Dozens of engineers and government officials huddled in a portable cabin just off the plane¡¯s wingtips to monitor hundreds of data feeds as Flynn went through the preflight checklist. ¡°I wouldn¡¯t say I ever get scared,¡± says Flynn, ¡°but I was really, really anxious to ¡©figure out what it would be like to turn this jet on in a building where there was nowhere to eject.¡± With a footprint of 4,000 square feet, the test platform was the largest setup ever assembled at McKinley. When Flynn fired up the engine and pushed the throttle, he felt the usual surge of flight, but the plane—and the building—stayed put. ¡°When you feel that and you¡¯re chained to a platform,¡± he says, ¡°that is a pretty darn cool trick.¡±

Flynn sat in the cockpit for several days, testing the engine in minus-40-degree Arctic chills and ice storms conjured by 20-foot-tall spray bars, each with 300 water-atomizing nozzles. ¡°We had to make sure ice didn¡¯t build up in the lab¡¯s wind tunnel,¡± says Marc Thompson, a Lockheed ¡©engineer who took part in the test. ¡°You want to make sure a big chunk of it doesn¡¯t come flying at your plane.¡±

Over the remaining months, hundreds of the F-35B¡¯s system parameters were tested across dozens of foul-weather scenarios. The engineers examined the oil, which turns viscous in the cold, making sure it would be able to move deep into the engine at minus-40 degrees. They tested the pilot¡¯s display, making sure it didn¡¯t get wonky in 120-degree heat, still allowing its operator to lock in an enemy target 100 miles in the distance.